PDF/ocr_dataset_1086.jsonl

{"citation_id": "19930086020", "source_url": "https://ntrs.nasa.gov/api/citations/19930086020/downloads/19930086020.pdf", "page_number": 10, "total_pages": 22, "image_filename": "19930086020_p10.jpg", "text": "8\nCONFIDENTIAL\nNACA RM A9J06\n\nIt is therefore considered undesirable to attempt to determine the\npitching-moment characteristics of highly swept-back wings at such small\nscale and at such low Reynolds number in the range of Mach numbers covered\nby this investigation. Similar conclusions for both the pitching moment\nand the drag due to lift characteristics have been expressed in NACA RM\nA9E09, 1949, resulting from an investigation of a model of a wing-body com-\nbination using the same plan form and tested at a similar scale in the\nAmes 1- by 3-1/2-foot high-speed wind tunnel.\n\nAmes Aeronautical Laboratory,\nNational Advisory Committee for Aeronautics,\nMoffett Field, Calif.\n\nREFERENCES\n\n1. Reynolds, Robert M., and Smith, Donald W.: Aerodynamic Study of a\nWing-Fuselage Combination Employing a Wing Swept Back 63°.- Subsonic\nMach and Reynolds Number Effects on the Characteristics of the Wing\nand on the Effectiveness of an Elevon. NACA RM A8D20, 1948.\n\n2. Madden, Robert T.: Aerodynamic Study of a Wing-Fuselage Combination\nEmploying a Wing Swept Back 63°.- Characteristics at a Mach Number\nof 1.53 Including Effect of Small Variations of Sweep. NACA RM\nA8J04, 1949.\n\n3. Mas, Newton A.: Aerodynamic Study of a Wing-Fuselage Combination\nEmploying a Wing Swept Back 63°.- Characteristics for Symmetrical\nWing Sections at High Subsonic and Moderate Supersonic Mach Numbers.\nNACA RM A9E09, 1949.\n\n4. Jones, J. Lloyd, and Demele, Fred A.: Aerodynamic Study of a Wing-\nFuselage Combination Employing a Wing Swept Back 63°.- Characteris-\ntics Throughout the Subsonic Speed Range with the Wing Cambered and\nTwisted for a Uniform Load at a Lift Coefficient of 0.25. NACA RM\nA9D25, 1949.\n\n5. Madden, Robert T.: Aerodynamic Study of a Wing-Fuselage Combination\nEmploying a Wing Swept Back 63°.- Investigation at a Mach Number of\n1.53 to Determine the Effects of Cambering and Twisting the Wing\nfor Uniform Load at a Lift Coefficient of 0.25. NACA RM A9C07, 1949.\n\n6. Rathert, George A., Jr., Hanson, Carl M., and Rolls, L. Stewart:\nInvestigation of a Thin Straight Wing of Aspect Ratio 4 by the NACA\nWing-Flow Method.- Lift and Pitching-Moment Characteristics of the\nWing Alone. NACA RM A8I20, 1949.\n\nCONFIDENTIAL", "timestamp": "2026-07-22T07:03:48.455063+00:00"}
{"citation_id": "19930085983", "source_url": "https://ntrs.nasa.gov/api/citations/19930085983/downloads/19930085983.pdf", "page_number": 28, "total_pages": 46, "image_filename": "19930085983_p28.jpg", "text": "26\nCONFIDENTIAL\nNACA RM A9I27\n\n<!-- Image (206, 108, 705, 471) -->\n\n<!-- Image (206, 494, 705, 856) -->\n\n(b) $C_L$ vs $C_D$, $C_h$ vs $\\alpha$.\nFigure 8. - Concluded.\n\nCONFIDENTIAL", "timestamp": "2026-07-22T07:03:49.071800+00:00"}
{"citation_id": "19930085999", "source_url": "https://ntrs.nasa.gov/api/citations/19930085999/downloads/19930085999.pdf", "page_number": 16, "total_pages": 20, "image_filename": "19930085999_p16.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T07:03:50.382064+00:00"}
{"citation_id": "19930085911", "source_url": "https://ntrs.nasa.gov/api/citations/19930085911/downloads/19930085911.pdf", "page_number": 51, "total_pages": 52, "image_filename": "19930085911_p51.jpg", "text": "```markdown\n50\n\nCONFIDENTIAL\n\nNet-thrust coefficient, $C_F$\n\nGas total-temperature ratio, $T_7/T_0$\n\nRam-jet unit\n$\\circ$ A-2\n$\\square$ A-3\n$\\diamond$ A-4\n$\\triangle$ A-5\n\nFree-stream Mach number, $M_0$\n\nNACA\n\nFigure 13. - Net-thrust coefficient as function of free-stream Mach number at various gas total-temperature ratios for ram-jet units 16-A-2, 16-A-3, 16-A-4, and 16-A-5.\n\nCONFIDENTIAL\n\nNACA RM E9F22\n```", "timestamp": "2026-07-22T07:03:50.892700+00:00"}
{"citation_id": "19930085997", "source_url": "https://ntrs.nasa.gov/api/citations/19930085997/downloads/19930085997.pdf", "page_number": 22, "total_pages": 40, "image_filename": "19930085997_p22.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T07:03:53.089669+00:00"}
{"citation_id": "19930086110", "source_url": "https://ntrs.nasa.gov/api/citations/19930086110/downloads/19930086110.pdf", "page_number": 5, "total_pages": 42, "image_filename": "19930086110_p5.jpg", "text": "NACA RM E9H15 CONFIDENTIAL 3\n\n$$\nR' = \\frac{\\frac{x}{c} - 1 - \\sqrt{\\left(\\frac{x}{c} - 1\\right)^2 - \\left[\\left(\\frac{\\beta y}{c} + 1\\right)^2 + \\left(\\frac{\\beta z}{c}\\right)^2\\right]}}{\\sqrt{\\left(\\frac{\\beta y}{c} + 1\\right)^2 + \\left(\\frac{\\beta z}{c}\\right)^2}}\n$$\n\n$$\nT = \\frac{x - \\sqrt{x^2 - (\\beta y)^2}}{\\beta y}\n$$\n\n$$\nT' = \\frac{\\frac{x}{c} - 1 - \\sqrt{\\left(\\frac{x}{c} - 1\\right)^2 - \\left(\\frac{\\beta y}{c} + 1\\right)^2}}{\\frac{\\beta y}{c} + 1}\n$$\n\nt thickness of vortex system (fig. 8)\n\nU free-stream velocity\n\n$\\left.\\begin{array}{l} x \\\\ y \\\\ z \\end{array}\\right\\}$ Cartesian coordinate system with origin at tip of leading edge of wing at $0^\\circ$ angle of attack, (fig. 4)\n\n$\\alpha$ angle of attack\n\n$\\beta = \\sqrt{M^2 - 1}$\n\n$\\Gamma$ circulation of wing\n\n$\\epsilon$ downwash angle (positive in negative z-direction)\n\n$\\theta = \\arctan \\frac{z}{y}$\n\n$\\theta' = \\arctan \\frac{\\frac{\\beta z}{c}}{\\frac{\\beta y}{c} + 1}$\n\nSubscripts:\n\nl leading edge\n\nt trailing edge\n\no variable of integration\n\nCONFIDENTIAL", "timestamp": "2026-07-22T07:03:53.718365+00:00"}
{"citation_id": "19930083192", "source_url": "https://ntrs.nasa.gov/api/citations/19930083192/downloads/19930083192.pdf", "page_number": 74, "total_pages": 149, "image_filename": "19930083192_p74.jpg", "text": "70\nNACA TN 1976\n\nR E F E R E N C E S\n\n1. Anon.: Airplane Airworthiness. Civil Aero. Manual 04, CAA, U.S. Dept. Commerce, Feb. 1, 1941.\n\n2. Küssner, Hans Georg: Stresses Produced in Airplane Wings by Gusts. NACA TM 654, 1932.\n\n3. Rhode, Richard V., and Lundquist, Eugene E.: Preliminary Study of Applied Load Factors in Bumpy Air. NACA TN 374, 1931.\n\n4. Rhode, Richard V.: Gust Loads on Airplanes. SAE Trans., vol. 32, 1937, pp. 81-88.\n\n5. Küssner, H. G.: The Two-Dimensional Problem of an Aerofoil in Arbitrary Motion Taking into Account the Partial Motions of the Fluid. R.T.P. Translation No. 1541, British Ministry of Aircraft Production. (From Luftfahrtforschung, vol. 17, no. 11/12, Dec. 10, 1940, pp. 355-362.)\n\n6. Lovitt, William Vernon: Linear Integral Equations. First ed., McGraw-Hill Book Co., Inc., 1924, pp. 23-72.\n\n7. Donely, Philip: Effective Gust Structure at Low Altitudes as Determined from the Reactions of an Airplane. NACA Rep. 692, 1940.\n\n8. Donely, Philip, and Shufflebarger, C. C.: Tests in the Gust Tunnel of a Model of the XBM-1 Airplane. NACA TN 731, 1939.\n\n9. Rhode, Richard V., and Donely, Philip: Frequency of Occurrence of Atmospheric Gusts and of Related Loads on Airplane Structures. NACA ARR L4I21, 1944.\n\n10. Tolefson, H. B.: An Analysis of the Variation with Altitude of Effective Gust Velocity in Convective-Type Clouds. NACA TN 1628, 1948.\n\n11. Moskovitz, A. I., and Peiser, A. M.: Statistical Analysis of the Characteristics of Repeated Gusts in Turbulent Air. NACA ARR L5H30, 1945.\n\n12. Moskovitz, A. I.: XC-35 Gust Research Project - Preliminary Analysis of the Lateral Distribution of Gust Velocity along the Span of an Airplane. NACA RB, March 1943.\n\n13. Rhode, Richard V., and Pearson, Henry A.: A Semi-Rational Criterion for Unsymmetrical Gust Loads. NACA ARR, Aug. 1941.", "timestamp": "2026-07-22T07:03:54.015928+00:00"}
{"citation_id": "19930085951", "source_url": "https://ntrs.nasa.gov/api/citations/19930085951/downloads/19930085951.pdf", "page_number": 42, "total_pages": 92, "image_filename": "19930085951_p42.jpg", "text": "40\nNACA RM L9D29\n\n[Figure: Graph of Thrust coefficient, $C_T$ vs. Advance ratio, $J$. The y-axis ranges from 0 to .24. The x-axis ranges from 0 to 1.8. Three curves are plotted, corresponding to $\\beta_{0.75R} = 20^\\circ$, $25^\\circ$, and $30^\\circ$. A NACA logo is present in the legend box.]\n\n(a) Thrust coefficient.\nFigure 13.- Characteristics of NACA 10-(3)(062)-045A propeller.\nRotational speed, 2160 rpm.\nCONFIDENTIAL", "timestamp": "2026-07-22T07:03:55.711285+00:00"}
{"citation_id": "19930085990", "source_url": "https://ntrs.nasa.gov/api/citations/19930085990/downloads/19930085990.pdf", "page_number": 26, "total_pages": 132, "image_filename": "19930085990_p26.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T07:03:55.971151+00:00"}
{"citation_id": "19930085992", "source_url": "https://ntrs.nasa.gov/api/citations/19930085992/downloads/19930085992.pdf", "page_number": 16, "total_pages": 32, "image_filename": "19930085992_p16.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T07:04:02.211574+00:00"}
{"citation_id": "19930085991", "source_url": "https://ntrs.nasa.gov/api/citations/19930085991/downloads/19930085991.pdf", "page_number": 20, "total_pages": 24, "image_filename": "19930085991_p20.jpg", "text": "18\nNACA RM L9I28\n\nArrangement d\n\nArrangement e\n\nArrangement f\n35°\n55°\nNACA\n\nFigure 3.- Continued.", "timestamp": "2026-07-22T07:04:04.326935+00:00"}
{"citation_id": "19930086083", "source_url": "https://ntrs.nasa.gov/api/citations/19930086083/downloads/19930086083.pdf", "page_number": 8, "total_pages": 48, "image_filename": "19930086083_p8.jpg", "text": "6\nNACA RM L9F10\n\nLift\n\nLeading-edge flaps undeflected.— The lift-curve slopes near zero lift coefficient for the 60° delta wing with round leading edge and beveled leading edge, $\\delta_n = 0^\\circ$, were 0.046 and 0.044, respectively, at a Reynolds number of $3.0 \\times 10^6$. (See figs. 4(b) and 5(b).) These values agreed closely with slopes predicted by Krienes theory for low-aspect-ratio highly tapered wings (fig. 5 of reference 1) and with results from other tests on similar plan-form wings (references 4 and 5). As with other highly swept low-aspect-ratio wings, the lift-curve slope was greater in the middle part of the angle-of-attack range because of more rapid loading at the tips resulting from strong lateral flow (reference 2). The maximum lift coefficient for the round leading-edge airfoil, $\\delta_n = 0^\\circ$, was about 1.28, occurring at about 33° angle of attack. The beveled leading-edge airfoil, $\\delta_n = 0^\\circ$, had a maximum lift coefficient which was slightly less, about 1.22 at a Reynolds number of $3.0 \\times 10^6$. The Reynolds number range covered in the present investigation, $1.5 \\times 10^6$ to $3 \\times 10^6$, affected $C_{L_{max}}$ only slightly. The similarity in $C_{L_{max}}$ for the two nose shapes at the Reynolds numbers of the present investigation may not hold at full-scale Reynolds numbers, because vortex flow caused by leading-edge separation occurs at both high and low Reynolds numbers over sharp leading-edge delta wings but only at low Reynolds numbers over round leading-edge delta wings. (See references 3, 5, and 7.) The manner in which separation results in the occurrence of vortices is discussed in detail in references 3 and 5. In essence, however, the vortices maintain the lift to higher angles of attack by delaying trailing-edge separation. Because round leading-edge delta wings do not exhibit leading-edge separation at high Reynolds numbers, lower maximum lift coefficients occur.\n\nLeading-edge flaps deflected.— Deflecting the leading-edge flaps resulted in a progressive decrease in slope of the lift curve for both leading-edge conditions. The change in angle-of-zero lift with flap deflection was as would be expected since deflection of leading-edge flaps results in essentially a decrease in angle of attack. Although flap deflection resulted in a decrease in lift at all angles of attack, the wing with flap deflected gave about the same maximum lift coefficient as the plain wing. Large-scale tests on a 60° delta wing with biconvex airfoil sections (reference 8) indicated increases in maximum lift coefficient with deflection of leading-edge flaps extending almost full span with a large portion of the flap area near the apex. Practically no increases in maximum lift coefficient up to 20° deflection and large decreases after 20° deflection occurred for flap deflection confined to the region of the apex.", "timestamp": "2026-07-22T07:04:08.755994+00:00"}
{"citation_id": "19930086061", "source_url": "https://ntrs.nasa.gov/api/citations/19930086061/downloads/19930086061.pdf", "page_number": 111, "total_pages": 114, "image_filename": "19930086061_p111.jpg", "text": "NACA RM L9J07\n107\n\n.08\n.04\n$C_l$\n0\n-.04\n\n0\n$C_m$\n-.2\n\n1.0\n.8\n.6\n$C_L$\n.4\n.2\n0\n-8 0 8 16 24 32 40\n$\\psi$, deg\n\n$\\alpha$, deg\n$\\circ$ 4.1\n$\\square$ 8.1\n$\\diamond$ 14.1\n$\\triangle$ 24.1\n$\\triangleright$ 34.1\n\nNACA\n\nFigure 56.- Variation of $C_L$, $C_m$, and $C_l$ with $\\psi$ for wing 1 at various angles of attack.", "timestamp": "2026-07-22T07:04:09.511227+00:00"}
{"citation_id": "19930085983", "source_url": "https://ntrs.nasa.gov/api/citations/19930085983/downloads/19930085983.pdf", "page_number": 29, "total_pages": 46, "image_filename": "19930085983_p29.jpg", "text": "NACA RM A9I27 CONFIDENTIAL 27\n\n[Figure: Graph plotting Lift coefficient ($C_L$), Pitching-moment coefficient ($C_m$), and Hinge-moment coefficient ($C_h$) against Elevon deflection ($\\delta$, deg).]\n\nLift coefficient, $C_L$\n.6\n.4\n.2\n0\n-.2\n-.4\n\n$a_u$, deg\n$\\circ$ -2\n$\\square$ 0\n$\\diamond$ 2\n$\\triangle$ 4\n$\\nabla$ 6\n$\\triangledown$ 8\n$\\blacktriangleleft$ 10\n\n.16\n.12\n.08\n0\n-.04\n-.08\nPitching-moment coefficient, $C_m$\n\nHinge-moment coefficient, $C_h$\n.08\n.04\n0\n-.04\n\n-28 -24 -20 -16 -12 -8 -4 0 4\nElevon deflection, $\\delta$, deg\n\nNACA\n\n(a) $M, 0.20$.\n\nFigure 9.- The variation of lift, pitching-moment, and hinge-moment coefficients with elevon deflection for various angles of attack at several Mach numbers.\n\nCONFIDENTIAL", "timestamp": "2026-07-22T07:04:11.690335+00:00"}
{"citation_id": "19930085997", "source_url": "https://ntrs.nasa.gov/api/citations/19930085997/downloads/19930085997.pdf", "page_number": 23, "total_pages": 40, "image_filename": "19930085997_p23.jpg", "text": "NACA RM A9I29 CONFIDENTIAL 21\n\n(a) $M_0$, 1.36; $m_1/m_0$, 0.79.\n\n(b) $M_0$, 1.70; $m_1/m_0$, 1.10.\n\n(c) $M_0$, 2.01; $m_1/m_0$, 1.06.\n\nNACA\nA-14359\n\nFigure 6.- Schlieren photographs and schematic sketches of the flow about the model with inlet configuration D; $\\alpha$, $0^\\circ$.\n\nCONFIDENTIAL", "timestamp": "2026-07-22T07:04:12.783297+00:00"}
{"citation_id": "19930085911", "source_url": "https://ntrs.nasa.gov/api/citations/19930085911/downloads/19930085911.pdf", "page_number": 52, "total_pages": 52, "image_filename": "19930085911_p52.jpg", "text": "NACA-Langley - 8-22-49 - 500\nCONFIDENTIAL\n\nNACA RM E9F22\nCONFIDENTIAL\n\nMinimum drag\n\nRam-jet\nunit\no A-2\n□ A-3\n◇ A-4\n△ A-5\n\nGas total-temperature\nratio, $T_7/T_0$\n\nExternal drag coefficient, $C_D$\n\n.4\n\n.3\n\n.2\n\n.1\n\n0\n\n.6 .8 1.0 1.2 1.4 1.6 1.8 2.0\nFree-stream Mach number, $M_0$\n\nNACA\n\nFigure 14. - External drag coefficient as function of free-stream Mach number at various gas\ntotal-temperature ratios for ram-jet units 16-A-2, 16-A-3, 16-A-4, and 16-A-5. (All circu-\nlar data points have gas total-temperature value of 1.2.)\n\n51", "timestamp": "2026-07-22T07:04:13.012984+00:00"}
{"citation_id": "19930086020", "source_url": "https://ntrs.nasa.gov/api/citations/19930086020/downloads/19930086020.pdf", "page_number": 11, "total_pages": 22, "image_filename": "19930086020_p11.jpg", "text": "NACA RM A9J06 CONFIDENTIAL 9\n\n7. Cahill, Jones F.: Comparison of Semispan Data Obtained in the Langley\nTwo-Dimensional Low-Turbulence Pressure Tunnel and Full-Span Data\nObtained in the Langley 19-Foot Pressure Tunnel for a Wing with 40°\nSweepback of the 0.27-Chord Line. NACA RM L9B25a, 1949.\n\nCONFIDENTIAL", "timestamp": "2026-07-22T07:04:13.310283+00:00"}
{"citation_id": "19930085999", "source_url": "https://ntrs.nasa.gov/api/citations/19930085999/downloads/19930085999.pdf", "page_number": 17, "total_pages": 20, "image_filename": "19930085999_p17.jpg", "text": "NACA RM E9107\n15\n\n11611\n\n[Figure: A graph plotting Frequency, cps against Turbine speed, rpm. The graph contains multiple lines representing different orders, data points for various stress ranges, and a hatched area indicating the cruising range.]\n\nStress range\n(lb/sq in.)\n$\\square$ 1900\n$\\circ$ 3000\n$\\diamond$ 3500\n$\\triangle$ 3900\n$\\nabla$ 4200\n$\\square$ 5000\n$\\square$ 5300\n$\\diamond$ 7800\n\nOrder\n48\n34\n28\n21\n17\n15\n14\n13\n11\n10\n9\n8\n7\n6\n\nFrequency, cps\n10,000\n9,000\n8,000\n7,000\n6,000\n5,000\n4,000\n3,000\n2,000\n1,000\n0\n\nTurbine speed, rpm\n0\n2,000\n4,000\n6,000\n8,000\n10,000\n12,000\n\nFigure 4. - Critical-speed diagram of vibration occurring in loosely mounted turbine blade with 0.03-inch-amplitude blade-tip movement. Hatched area indicates cruising range.", "timestamp": "2026-07-22T07:04:14.353454+00:00"}
{"citation_id": "19930085951", "source_url": "https://ntrs.nasa.gov/api/citations/19930085951/downloads/19930085951.pdf", "page_number": 43, "total_pages": 92, "image_filename": "19930085951_p43.jpg", "text": "NACA RM L9D29\n41\n\n[Figure: Graph of Power coefficient, $C_P$ vs. Advance ratio, $J$. Three curves are plotted for $\\beta_{0.75R} = 20^\\circ$, $25^\\circ$, and $30^\\circ$. A \"CONFIDENTIAL\" stamp is at the top center. A NACA logo is in the bottom right corner of the graph area.]\n\n(b) Power coefficient.\nFigure 13.— Continued. Rotational speed, 2160 rpm.\n[annotation: CONFIDENTIAL]", "timestamp": "2026-07-22T07:04:17.250757+00:00"}
{"citation_id": "19930085990", "source_url": "https://ntrs.nasa.gov/api/citations/19930085990/downloads/19930085990.pdf", "page_number": 27, "total_pages": 132, "image_filename": "19930085990_p27.jpg", "text": "NACA RM A9I01\n\nCONFIDENTIAL\n\n[Figure: A man in a shirt and tie is crouching inside a large wind tunnel, working on a model aircraft fuselage with a horizontal tail mounted above it. The model is positioned on a test stand. The NACA logo and number A-12956 are visible in the lower right corner of the photograph.]\n\n(b) Horizontal tail mounted above the fuselage.\n\nFigure 2.— Continued.\n\nCONFIDENTIAL\n\n25", "timestamp": "2026-07-22T07:04:17.524291+00:00"}
{"citation_id": "19930085870", "source_url": "https://ntrs.nasa.gov/api/citations/19930085870/downloads/19930085870.pdf", "page_number": 65, "total_pages": 92, "image_filename": "19930085870_p65.jpg", "text": "66\nNACA RM No. I9D07\n\nCONFIDENTIAL\n\n.24\nRound L.E.: $\\{ \\bigcirc \\text{ CL} \\\\ \\square \\text{ Cm} \\}$\nSharp L.E.: $\\{ \\triangle \\text{ CL} \\\\ \\diamond \\text{ Cm} \\}$\n\n.16\n\n.08\nCL\n0\n\n-.08\n\n-.16\n\n-.24\n\n.01\nCm\n0\n-.01\n\n.06\nRound L.E.: $\\{ \\bigcirc \\text{ CD} \\\\ \\square \\text{ L/D} \\}$\nSharp L.E.: $\\{ \\triangle \\text{ CD} \\\\ \\diamond \\text{ L/D} \\}$\n\n.04\nCD\n.02\n\n0\n-8\n-6\n-4\n-2\n0\n2\n4\n6\n8\n$\\alpha$, deg\n\n12\n8\nL/D\n4\n\n(c) Wing 3. R (round L.E.) = 770,000.\nFigure 8.- Continued.\nCONFIDENTIAL", "timestamp": "2026-07-22T07:04:20.300723+00:00"}
{"citation_id": "19930085991", "source_url": "https://ntrs.nasa.gov/api/citations/19930085991/downloads/19930085991.pdf", "page_number": 21, "total_pages": 24, "image_filename": "19930085991_p21.jpg", "text": "NACA RM L9I28\n19\n\nArrangement g\nFin 2\nFin 1\nNote: fins 1 and 2 were\ninterchanged for\nsome of the tests\nof these two\narrangements\n\nArrangement h\nFin 2\nFin 1\n\nArrangement i\n35°\n55°\nNACA\n\nFigure 3.- Concluded.", "timestamp": "2026-07-22T07:04:21.178486+00:00"}
{"citation_id": "19930085992", "source_url": "https://ntrs.nasa.gov/api/citations/19930085992/downloads/19930085992.pdf", "page_number": 17, "total_pages": 32, "image_filename": "19930085992_p17.jpg", "text": "NACA RM L9E17\n15\n\n[Figure: General view of test section and model. Note divergence restraining wires near tip.]\n\nFigure 1.- General view of test section and model. Note divergence restraining wires near tip.\n\nNACA\nL-59539", "timestamp": "2026-07-22T07:04:21.471284+00:00"}
{"citation_id": "19930086061", "source_url": "https://ntrs.nasa.gov/api/citations/19930086061/downloads/19930086061.pdf", "page_number": 112, "total_pages": 114, "image_filename": "19930086061_p112.jpg", "text": "```markdown\n108\nNACA RM L9J07\n\n<!-- Image (148, 97, 746, 866) -->\n\nFigure 57.- Variation of $C_L$, $C_m$, and $C_l$ with $\\psi$ for wing 2 at various angles of attack.\n```", "timestamp": "2026-07-22T07:04:23.302429+00:00"}
{"citation_id": "19930085997", "source_url": "https://ntrs.nasa.gov/api/citations/19930085997/downloads/19930085997.pdf", "page_number": 24, "total_pages": 40, "image_filename": "19930085997_p24.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T07:04:24.157878+00:00"}
{"citation_id": "19930083192", "source_url": "https://ntrs.nasa.gov/api/citations/19930083192/downloads/19930083192.pdf", "page_number": 75, "total_pages": 149, "image_filename": "19930083192_p75.jpg", "text": "NACA TN 1976\n\n14. Jones, Robert T.: The Unsteady Lift of a Finite Wing. NACA TN 682, 1939.\n\n15. Donely, Philip, Pierce, Harold B., and Pepoon, Philip W.: Measurements and Analysis of the Motion of a Canard Airplane Model in Gusts. NACA TN 758, 1940.\n\n16. Berg, Ernst Julius: Heaviside's Operational Calculus. Second ed., McGraw-Hill Book Co., Inc., 1936.\n\n17. Kuethe, Arnold M.: Circulation Measurements about the Tip of an Airfoil during Flight through a Gust. NACA TN 685, 1939.\n\n18. Donely, Philip, and Shufleberger, C. C.: Tests of a Gust-Alleviating Flap in the Gust Tunnel. NACA TN 745, 1940.\n\n19. Donely, Philip: An Experimental Investigation of the Normal Acceleration of an Airplane Model in a Gust. NACA TN 706, 1939.\n\n20. Wagner, Herbert: Über die Entstehung des dynamischen Auftriebes von Tragflügeln. Z.f.a.M.M., Bd. 5, Heft 1, Feb. 1925, pp. 17-35.\n\n21. Walker, P. B.: Experiments on the Growth of Circulation about a Wing with a Description of an Apparatus for Measuring Fluid Motion. R. & M. No. 1402, British A.R.C., 1932.\n\n22. Küssner, H. G.: Zusammenfassender Bericht über den instationären Auftrieb von Flügeln. Luftfahrtforschung, Bd. 13, Nr. 12, Dec. 20, 1936, pp. 410-424.\n\n23. Garrick, I. E.: On Some Fourier Transforms in the Theory of Non-Stationary Flows. Proc. Fifth Int. Cong. Appl. Mech. (Cambridge, Mass., 1936), John Wiley & Sons, Inc., 1939, pp. 590-593.\n\n24. Jones, Robert T.: The Unsteady Lift of a Wing of Finite Aspect Ratio. NACA Rep. 681, 1940.\n\n25. Von Kármán, Th., and Sears, W. R.: Airfoil Theory for Non-Uniform Motion. Jour. Aero. Sci., vol. 5, no. 10, Aug. 1938, pp. 379-390.\n\n26. Sears, W. R., and Kuethe, A. M.: The Growth of the Circulation of an Airfoil Flying through a Gust. Jour. Aero. Sci., vol. 6, no. 9, July 1939, pp. 376-378.\n\n27. Jones, Robert T.: Correction of the Lifting-Line Theory for the Effect of the Chord. NACA TN 817, 1941.", "timestamp": "2026-07-22T07:04:25.475307+00:00"}
{"citation_id": "19930086110", "source_url": "https://ntrs.nasa.gov/api/citations/19930086110/downloads/19930086110.pdf", "page_number": 6, "total_pages": 42, "image_filename": "19930086110_p6.jpg", "text": "4 CONFIDENTIAL NACA RM E9H15\n\nAPPARATUS\n\nThe investigation was conducted in the NACA Lewis 18- by 18-inch supersonic wind tunnel. From tunnel calibration, the Mach number in the region of the wing and in the region surveyed was found to be $1.91 \\pm 0.01$. The stagnation temperature of the air was held at approximately $150^\\circ$ F and the dew point at $-10^\\circ$ F. The Reynolds number based on the wing chord was $1.56 \\times 10^6$.\n\nThe model investigated was a trapezoidal half-wing with the side edge cut along the inner Mach line (fig. 1). The wing was machined from SAE 4140 steel and had finished surfaces ground to 16 microinches and knife edges at the leading and trailing edges. The wing was mounted on the tunnel wall (fig. 1) and could be pivoted about the midpoint of the root chord. The angle of attack was read to an accuracy of $\\pm 0.05^\\circ$.\n\nThe angle of downwash was determined with a symmetrical wedge (fig. 2) that could be rotated about its leading edge. The wedge had a $15^\\circ$ half-angle with a static orifice on and a pitot-pressure (local total pressure behind normal shock wave) tube above each face. A flexible cable from outside the tunnel turned a worm and a worm-gear-segment combination that rotated the wedge. The angular position of the wedge was indicated by a revolution counter coupled to the worm shaft. The wedge angle of attack could be read to an accuracy of $\\pm 0.10^\\circ$. The static-pressure differential of the wedge was read on a U-tube water manometer.\n\nThe wedge mechanism was mounted on a support that could be moved to any position behind the wing in the free-stream x- and cross-tunnel z-directions. The support could be moved spanwise (y coordinate) in 7/8-inch steps. The wedge could be set with an accuracy of $\\pm 0.015$ inch in the z-direction and $\\pm 0.025$ inch in the y-direction before starting the tunnel. A cathetometer was used to set the position of the wedge in the x-direction to an accuracy of $\\pm 0.0039$ inch while the tunnel was in operation.\n\nThe wake was surveyed with a pitot-pressure rake of 41 tubes with a 0.015-inch outside diameter and spaced 0.05 inch apart (fig. 3(a)). The tubes were alternately spaced in each of two rows 0.08 inch apart. The rake was mounted normal to the undisturbed free stream on the same support that was used for the wedge mechanism (fig. 3(b)). Pressures were read on a differential tetrabromoethane multiple-tube manometer board.\n\nCONFIDENTIAL", "timestamp": "2026-07-22T07:04:29.149293+00:00"}
{"citation_id": "19930085919", "source_url": "https://ntrs.nasa.gov/api/citations/19930085919/downloads/19930085919.pdf", "page_number": 45, "total_pages": 47, "image_filename": "19930085919_p45.jpg", "text": "```markdown\n44\n\nCONFIDENTIAL\n\nLift coefficient, $C_L$\n\nDrag coefficient, $C_D$\n\n[Figure: Graph plotting Lift coefficient vs Drag coefficient. The graph includes two curves with data points marked by circles and squares. An inset diagram shows two wing configurations: \"Sharp leading edge of 50-percent span\" and \"Full-span sharp leading edge\". A legend indicates \"Plain wing + short fuselage\".]\n\n(b) $C_L$ vs $C_D$.\nFigure 18- Concluded.\n\nNACA\n\nCONFIDENTIAL\n\nNACA RM NO. A9C21\n```", "timestamp": "2026-07-22T07:04:29.386042+00:00"}
{"citation_id": "19930091991", "source_url": "https://ntrs.nasa.gov/api/citations/19930091991/downloads/19930091991.pdf", "page_number": 1, "total_pages": 12, "image_filename": "19930091991_p1.jpg", "text": "N62 50926\n\nNATIONAL ADVISORY COMMITTEE\nFOR AERONAUTICS\n\nREPORT 926\n\nSOUND-LEVEL MEASUREMENTS OF A\nLIGHT AIRPLANE MODIFIED TO REDUCE NOISE\nREACHING THE GROUND\n\nBy A. W. VOGELEY\n\n[Figure: Seal of the National Advisory Committee for Aeronautics]\n\nCASE FILE\nCOPY\n1949\n\nFor sale by the Superintendent of Documents, U. S. Government Printing Office, Washington 25, D. C. Yearly subscription, $3; foreign, $4.50;\nsingle copy price varies according to size. - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -", "timestamp": "2026-07-22T07:04:30.681012+00:00"}
{"citation_id": "19930085951", "source_url": "https://ntrs.nasa.gov/api/citations/19930085951/downloads/19930085951.pdf", "page_number": 44, "total_pages": 92, "image_filename": "19930085951_p44.jpg", "text": "42\nNACA RM L9D29\n\n[CONFIDENTIAL]\n[UNCLASSIFIED]\n\nEfficiency, $\\eta$\nMach number, M\n\nHelical-tip\nMach number\n\nAir-stream\nMach number\n\n$\\beta_{0.75R}$ = 20° 25° 30°\n\nNACA\n\nAdvance ratio, J\n\n(c) Efficiency.\n\nFigure 13.- Concluded. Rotational speed, 2160 rpm.\n\n[CONFIDENTIAL]\n[UNCLASSIFIED]", "timestamp": "2026-07-22T07:04:33.409497+00:00"}
{"citation_id": "19930085992", "source_url": "https://ntrs.nasa.gov/api/citations/19930085992/downloads/19930085992.pdf", "page_number": 18, "total_pages": 32, "image_filename": "19930085992_p18.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T07:04:37.778588+00:00"}
{"citation_id": "19930086020", "source_url": "https://ntrs.nasa.gov/api/citations/19930086020/downloads/19930086020.pdf", "page_number": 12, "total_pages": 22, "image_filename": "19930086020_p12.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T07:04:38.968239+00:00"}
{"citation_id": "19930085999", "source_url": "https://ntrs.nasa.gov/api/citations/19930085999/downloads/19930085999.pdf", "page_number": 18, "total_pages": 20, "image_filename": "19930085999_p18.jpg", "text": "16\nNACA RM E9107\n\n<!-- Image (156, 226, 847, 737) -->\n\nFigure 5. - Critical-speed diagram of vibration occurring in loosely mounted turbine blade with 0.06-inch-amplitude blade-tip movement. Hatched area indicates cruising range.\n\n1191", "timestamp": "2026-07-22T07:04:43.321980+00:00"}
{"citation_id": "19930086083", "source_url": "https://ntrs.nasa.gov/api/citations/19930086083/downloads/19930086083.pdf", "page_number": 9, "total_pages": 48, "image_filename": "19930086083_p9.jpg", "text": "NACA RM L9F10\n\nLift-drag ratios.— Leading-edge flap deflections up to $60^\\circ$ resulted in a progressive decrease in lift coefficient at a given angle of attack below the stall, and for flap deflections up to $30^\\circ$, resulted in decreases in drag coefficient. The proportional reductions in drag, however, were greater than the proportional reductions in lift at low angles of attack, resulting in an increase of lift-drag ratio at low-lift coefficients. (See figs. 6 and 7.) The maximum increase in lift-drag ratio was about 28 percent, occurring in the 0.2 to 0.3 lift-coefficient range; L/D was about 8.2 for the wing with both round and beveled leading-edge flaps at $0^\\circ$ and about 10.5 for the optimum flap deflection, $20^\\circ$ for both leading edges at a Reynolds number of $3 \\times 10^6$. The maximum values of L/D were not critically dependent upon flap deflection in the $10^\\circ$ to $30^\\circ$ flap-deflection range and were generally about the same for both leading-edge shapes. However, flap deflections of $40^\\circ$ and greater had lift-drag ratios which were generally lower than those of the plain wing. The values of L/D for the present investigation were lower than those obtained in other investigations at high Reynolds numbers. (See references 4 and 7.) However, according to reference 4, increasing Reynolds number resulted in an increase in lift-drag ratio because of skin-friction drag-coefficient decrease. The lift-drag ratios of reference 4 are acknowledged to be higher than those of reference 7, probably because of the method of testing. If the trend of the curves with Reynolds number is considered (decrease in L/D ratio with decrease in Reynolds number) with the lower lift-drag ratios of other delta-wing data (reference 7), the lift-drag ratios for the wing of the present investigation are of the right order of magnitude. For several deflections of the beveled leading-edge flap, higher maximum lift-drag ratios were obtained at lower Reynolds number. (See fig. 7.) It is not known why the effect of Reynolds number on lift-drag ratio is different from that shown in reference 4 and from that of the round leading-edge delta wing. (See fig. 6.)\n\nTheoretical considerations (reference 1) and pressure distributions (reference 2) indicate that delta-wing plan forms have high negative peak pressures along the leading edge and span-load distributions of elliptical shape, resulting in minimum induced drag. As mentioned previously, separation and vortex flow originating at the apex occur over the upper surface of the delta wing through a large part of the lift-coefficient range. This results in increased turbulence and profile drag. Although the vortex type of flow is necessary at high angles of attack to delay trailing-edge separation and thus maintain high maximum lift coefficients (reference 3), the vortices are unnecessary at lower angles of attack. The effect of the leading-edge flaps in increasing the lift-drag ratio (indicated in the present tests at low angles of attack), probably resulted from alleviation of the leading-edge separation and the resulting vortices, thereby giving a", "timestamp": "2026-07-22T07:04:45.360176+00:00"}
{"citation_id": "19930085990", "source_url": "https://ntrs.nasa.gov/api/citations/19930085990/downloads/19930085990.pdf", "page_number": 28, "total_pages": 132, "image_filename": "19930085990_p28.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T07:04:51.496865+00:00"}
{"citation_id": "19930086061", "source_url": "https://ntrs.nasa.gov/api/citations/19930086061/downloads/19930086061.pdf", "page_number": 113, "total_pages": 114, "image_filename": "19930086061_p113.jpg", "text": "NACA RM L9J07\n109\n\n<!-- Image (174, 101, 781, 875) -->\n\nFigure 58.- Variation of $C_L$, $C_m$, and $C_l$ with $\\psi$ for wing 3 at various angles of attack.\n\nNACA-Langley - 11-18-49 - 275", "timestamp": "2026-07-22T07:04:54.507217+00:00"}
{"citation_id": "19930085983", "source_url": "https://ntrs.nasa.gov/api/citations/19930085983/downloads/19930085983.pdf", "page_number": 30, "total_pages": 46, "image_filename": "19930085983_p30.jpg", "text": "28\nCONFIDENTIAL\nNACA RM A9I27\n\nLift coefficient, $C_L$\nPitching-moment coefficient, $C_m$\nHinge-moment coefficient, $C_h$\n\n$\\alpha_v, deg$\n$\\circ$ -2\n$\\square$ 0\n$\\diamond$ 2\n$\\triangle$ 4\n$\\nabla$ 6\n$\\blacktriangledown$ 8\n$\\blacktriangleleft$ 10\n\n.16\n.12\n.08\n.04\n0\n-.04\n-.08\n\n.6\n.4\n.2\n0\n-.2\n-.4\n\n.08\n.04\n0\n-.04\n-.08\n\n-28 -24 -20 -16 -12 -8 -4 0 4\nElevon deflection, $\\delta$, deg\n\n(b) M, 0.60.\nFigure 9.- Continued.\nCONFIDENTIAL", "timestamp": "2026-07-22T07:04:55.588079+00:00"}
{"citation_id": "19930085951", "source_url": "https://ntrs.nasa.gov/api/citations/19930085951/downloads/19930085951.pdf", "page_number": 45, "total_pages": 92, "image_filename": "19930085951_p45.jpg", "text": "```markdown\nNACA RM L9D29\n43\n\nCONFIDENTIAL\n\n.24\n.22\n.20\nThrust coefficient, $C_T$, and power coefficient, $C_P$\n.18\n.16\n$C_P$\n.14\n.12\n.10\n.08\n$C_T$\n.06\n.04\n.02\n0\n1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0 3.2\nAdvance ratio, J\n\nNACA\n\n(a) Thrust and power coefficients.\n\nFigure 14.- Characteristics of NACA 10-(3)(062)-045A propeller at high\nforward speeds. Air-stream Mach number at maximum efficiency, 0.558;\n$\\beta_{0.75R} = 45^\\circ$.\nCONFIDENTIAL\n```", "timestamp": "2026-07-22T07:05:00.135119+00:00"}
{"citation_id": "19930085870", "source_url": "https://ntrs.nasa.gov/api/citations/19930085870/downloads/19930085870.pdf", "page_number": 66, "total_pages": 92, "image_filename": "19930085870_p66.jpg", "text": "NACA RM No. L9D07\n67\n\nCONFIDENTIAL\n\n.24\nRound L.E. {o Cl, [] Cm\nSharp L.E. {^ Cl, <> Cm\n.16\n.08\nCL\n0\n-.08\n-.16\n-.24\n.01\nCm\n0\n-.01\n\n.06\nRound L.E. {o CD, [] L/D\nSharp L.E. {^ CD, <> L/D\n.04\nCD\n.02\n0\n-.8\n-6\n-4\n-2\n0\n2\n4\n6\n8\n12\n8\nL/D\n4\n0\nalpha, deg\n[NACA logo]\n\n(d) Wing 4. R (round L.E.) = 750,000.\nFigure 8. - Concluded.\nCONFIDENTIAL", "timestamp": "2026-07-22T07:05:03.398859+00:00"}
{"citation_id": "19930085992", "source_url": "https://ntrs.nasa.gov/api/citations/19930085992/downloads/19930085992.pdf", "page_number": 19, "total_pages": 32, "image_filename": "19930085992_p19.jpg", "text": "NACA RM 19E17\n\nElastic axis\n(45.0 percent\nchord from\nleading edge)\n\nCenter of gravity\n(47.5 percent chord\nfrom leading edge)\n\n0.32\"\n\n8.00\"\n\n2.75\"\n\nSolid magnesium alloy\n\nNACA\n\nFigure 2.- Cross-sectional view of model; dashed line indicates depth of $\\frac{1}{16}$-inch chordwise slots cut\nin trailing edge at every inch along span.\n\n17", "timestamp": "2026-07-22T07:05:10.610181+00:00"}
{"citation_id": "19930085919", "source_url": "https://ntrs.nasa.gov/api/citations/19930085919/downloads/19930085919.pdf", "page_number": 46, "total_pages": 47, "image_filename": "19930085919_p46.jpg", "text": "NACA RM No. A9C21\nCONFIDENTIAL\n\nWing + short fuselage + split flap + extended-nose flap of 50-percent span\nWing + short fuselage + split flap + full-span extended-nose flap\nWing + short fuselage + split flap + full-span extended-nose flap + elevator deflected -20°\n\nHighest lift coefficient attained before longitudinal instability\n\n[Graph showing two curves plotting lift coefficient against different wing configurations. The x-axis represents configurations from \"Plain wing\" to \"Wing + short fuselage + split flap + full-span drooped-nose flap + elevator deflected -20°\". The y-axis ranges from 0.4 to 1.2. The upper curve uses square markers, the lower curve uses circle markers. A NACA logo is present in the bottom right corner of the graph area.]\n\nPlain wing\nPlain wing + short fuselage\nWing + short fuselage + split flap\nWing + short fuselage + split flap + drooped-nose flap of 50-percent span\nWing + short fuselage + split flap + full-span drooped-nose flap\nWing + short fuselage + split flap + full-span drooped-nose flap + elevator deflected -20°\n\nFigure 19- Effect of the fuselage and flap changes on the highest lift coefficient attained before the occurrence of longitudinal instability. $R, 4.2 \\times 10^6$.\n\nCONFIDENTIAL\n45", "timestamp": "2026-07-22T07:05:10.769706+00:00"}
{"citation_id": "19930085999", "source_url": "https://ntrs.nasa.gov/api/citations/19930085999/downloads/19930085999.pdf", "page_number": 19, "total_pages": 20, "image_filename": "19930085999_p19.jpg", "text": "```markdown\n1191\n\nNACA RM E9107\n\n<!-- Image (58, 137, 876, 776) -->\n\n(a) Blade A.\n(b) Blade B.\n\nFigure 6. - Critical-speed diagrams of vibration occurring in tightly mounted turbine blades.\nHatched area indicates cruising range. (Fig. 6 of reference 4.)\n\n17\n```", "timestamp": "2026-07-22T07:05:10.770552+00:00"}
{"citation_id": "19930086061", "source_url": "https://ntrs.nasa.gov/api/citations/19930086061/downloads/19930086061.pdf", "page_number": 114, "total_pages": 114, "image_filename": "19930086061_p114.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T07:05:15.904893+00:00"}
{"citation_id": "19930086110", "source_url": "https://ntrs.nasa.gov/api/citations/19930086110/downloads/19930086110.pdf", "page_number": 7, "total_pages": 42, "image_filename": "19930086110_p7.jpg", "text": "NACA RM E9H15 CONFIDENTIAL 5\n\nPROCEDURE\n\nThe angle of downwash was determined by the null method, which consists in adjusting the angle of attack of the wedge until the static pressure on the two wedge faces are equal. When the two static pressures are balanced, the wedge angle of attack is recorded. The angle of downwash was taken to be the difference between the wedge angle of attack with the wing at zero angle of attack and at the actual angle of attack. The downwash was measured in the $z = 0$ plane over a range of angle of attack from $8^\\circ$ to $-8^\\circ$ at each of the stations shown in figure 4. Chordwise stations are designated by their distance in inches behind the leading edge of the wing. The static-pressure orifice and the pitot-pressure tube of the wedge (fig. 2) permit calculation of the local Mach number at each station.\n\nThe wake survey was made behind the wing at angles of attack of $0^\\circ$, $\\pm 4^\\circ$, and $\\pm 8^\\circ$. The pitot pressures were measured by the survey rake to determine the wake displacement and the thickness.\n\nTHEORY\n\nLinearized theory yields closed-form expressions (reference 1) for $-d\\epsilon/d\\alpha$ behind the trapezoidal-wing tip of figure 4. For the region between the Mach cones from the tips of the leading and trailing edge of the wing (region 1),\n\n$$\n-\\frac{d\\epsilon}{d\\alpha} = \\frac{1}{\\pi} \\left( -\\log_e R + \\tan^{-1} \\frac{2R \\cos \\theta}{1-R^2} - \\frac{\\pi}{2} \\right)\n\\tag{1}\n$$\n\nwhich, in the $z = 0$ plane, reduces to\n\n$$\n-\\frac{d\\epsilon}{d\\alpha} = \\frac{1}{\\pi} \\left( -\\log_e |T| + 2 \\tan^{-1} T - \\frac{\\pi}{2} \\right)\n\\tag{2}\n$$\n\nFor the region behind the Mach cone from the tip of the trailing edge of the wing (region 2),\n\n$$\n-\\frac{d\\epsilon}{d\\alpha} = \\frac{1}{\\pi} \\left( -\\log_e R + \\log_e R' + \\tan^{-1} \\frac{2R \\cos \\theta}{1-R^2} - \\tan^{-1} \\frac{2R' \\cos \\theta'}{1-R'^2} \\right)\n\\tag{3}\n$$\n\nCONFIDENTIAL", "timestamp": "2026-07-22T07:05:17.867830+00:00"}
{"citation_id": "19930091991", "source_url": "https://ntrs.nasa.gov/api/citations/19930091991/downloads/19930091991.pdf", "page_number": 2, "total_pages": 12, "image_filename": "19930091991_p2.jpg", "text": "# AERONAUTIC SYMBOLS\n\n## 1. FUNDAMENTAL AND DERIVED UNITS\n\n| | Symbol | Metric | | English | |\n| :--- | :--- | :--- | :--- | :--- | :--- |\n| | | Unit | Abbreviation | Unit | Abbreviation |\n| Length<br>Time<br>Force | $l$<br>$t$<br>$F$ | meter<br>second<br>weight of 1 kilogram | m<br>s<br>kg | foot (or mile)<br>second (or hour)<br>weight of 1 pound | ft (or mi)<br>sec (or hr)<br>lb |\n| Power<br>Speed | $P$<br>$V$ | horsepower (metric)<br>kilometers per hour<br>meters per second | kph<br>mps | horsepower<br>miles per hour<br>feet per second | hp<br>mph<br>fps |\n\n## 2. GENERAL SYMBOLS\n\n$W$ Weight=$mg$\n$g$ Standard acceleration of gravity=9.80665 m/s² or 32.1740 ft/sec²\n$m$ Mass=$\\frac{W}{g}$\n$I$ Moment of inertia=$mk^2$. (Indicate axis of radius of gyration $k$ by proper subscript.)\n$\\mu$ Coefficient of viscosity\n$\\nu$ Kinematic viscosity\n$\\rho$ Density (mass per unit volume)\nStandard density of dry air, 0.12497 kg-m⁻⁴s² at 15° C and 760 mm; or 0.002378 lb-ft⁻⁴ sec²\nSpecific weight of \"standard\" air, 1.2255 kg/m³ or 0.07651 lb/cu ft\n\n## 3. AERODYNAMIC SYMBOLS\n\n$S$ Area\n$S_w$ Area of wing\n$G$ Gap\n$b$ Span\n$c$ Chord\n$A$ Aspect ratio $\\frac{b^2}{S}$\n$V$ True air speed\n$q$ Dynamic pressure, $\\frac{1}{2}\\rho V^2$\n$L$ Lift, absolute coefficient $C_L=\\frac{L}{qS}$\n$D$ Drag, absolute coefficient $C_D=\\frac{D}{qS}$\n$D_0$ Profile drag, absolute coefficient $C_{D_0}=\\frac{D_0}{qS}$\n$D_i$ Induced drag, absolute coefficient $C_{D_i}=\\frac{D_i}{qS}$\n$D_p$ Parasite drag, absolute coefficient $C_{D_p}=\\frac{D_p}{qS}$\n$C$ Cross-wind force, absolute coefficient $C_C=\\frac{C}{qS}$\n$i_w$ Angle of setting of wings (relative to thrust line)\n$i_t$ Angle of stabilizer setting (relative to thrust line)\n$Q$ Resultant moment\n$\\Omega$ Resultant angular velocity\n$R$ Reynolds number, $\\frac{Vl}{\\mu}$, where $l$ is a linear dimension (e.g., for an airfoil of 1.0 ft chord, 100 mph, standard pressure at 15° C, the corresponding Reynolds number is 935,400; or for an airfoil of 1.0 m chord, 100 mph, the corresponding Reynolds number is 6,865,000)\n$\\alpha$ Angle of attack\n$\\epsilon$ Angle of downwash\n$\\alpha_0$ Angle of attack, infinite aspect ratio\n$\\alpha_i$ Angle of attack, induced\n$\\alpha_a$ Angle of attack, absolute (measured from zero-lift position)\n$\\gamma$ Flight-path angle", "timestamp": "2026-07-22T07:05:18.121690+00:00"}
{"citation_id": "19930085975", "source_url": "https://ntrs.nasa.gov/api/citations/19930085975/downloads/19930085975.pdf", "page_number": 27, "total_pages": 30, "image_filename": "19930085975_p27.jpg", "text": "NACA RM L9E10\n25\n\nCONFIDENTIAL\n\n| | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | 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| | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | 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{"citation_id": "19930085983", "source_url": "https://ntrs.nasa.gov/api/citations/19930085983/downloads/19930085983.pdf", "page_number": 31, "total_pages": 46, "image_filename": "19930085983_p31.jpg", "text": "NACA RM A9I27 CONFIDENTIAL 29\n\n[Figure: Graph with three panels showing aerodynamic coefficients vs. elevon deflection]\n\nLift coefficient, $C_L$\n\nPitching-moment coefficient, $C_m$\n\nHinge-moment coefficient, $C_h$\n\nElevon deflection, $\\delta$, deg\n\n$\\alpha_u$, deg  \n○ -2  \n□ 0  \n◇ 2  \n△ 4  \n▽ 6  \n▼ 8  \n◁ 10  \n\n(c) M, 0.80.\n\nFigure 9.- Continued.\n\nCONFIDENTIAL", "timestamp": "2026-07-22T07:05:19.103958+00:00"}
{"citation_id": "19930091994", "source_url": "https://ntrs.nasa.gov/api/citations/19930091994/downloads/19930091994.pdf", "page_number": 1, "total_pages": 15, "image_filename": "19930091994_p1.jpg", "text": "FILE COPY\nNO. 4\n\nCASE FILE\nCOPY\n\nNATIONAL ADVISORY COMMITTEE\nFOR AERONAUTICS\n\nREPORT 929\n\nDISLOCATION THEORY OF THE FATIGUE\nOF METALS\n\nBy E. S. MACHLIN\n\n[Figure: Seal of the National Advisory Committee for Aeronautics]\n\nTHIS DOCUMENT ON LOAN FROM THE FILES OF\nNATIONAL ADVISORY COMMITTEE FOR AERONAUTICS\nLANGLEY AERONAUTICAL LABORATORY\nLANGLEY FIELD, HAMPTON, VIRGINIA\n\nRETURN TO THE ABOVE ADDRESS.\n\nREQUESTS FOR PUBLICATIONS SHOULD BE ADDRESSED\nAS FOLLOWS:\n\n1949\nNATIONAL ADVISORY COMMITTEE FOR AERONAUTICS\n1724 F STREET, N.W.\nWASHINGTON 25, D.C.\n\nFor sale by the Superintendent of Documents, U. S. Government Printing Office, Washington 25, D. C. Yearly subscription, $3; foreign, $4.50;\nsingle copy price varies according to size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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{"citation_id": "19930085951", "source_url": "https://ntrs.nasa.gov/api/citations/19930085951/downloads/19930085951.pdf", "page_number": 46, "total_pages": 92, "image_filename": "19930085951_p46.jpg", "text": "44\nNACA RM L9D29\n\nCONFIDENTIAL\nUNCLASSIFIED\n\nEfficiency, $\\eta$\n1.0\n.9\n.8\n.7\n.6\n.5\n.4\n.3\n.2\n.1\n0\n\nHelical-tip\nMach number\n\nAir-stream\nMach number\n\n$\\eta$\n\n1.4\n1.2\n1.0\n.8\n.6\n.4\n.2\n0\n\nMach number, M\n\nNACA\n\n1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0 3.2\nAdvance ratio, J\n\n(b) Efficiency.\nFigure 14.— Concluded. Air-stream Mach number at maximum efficiency,\n0.558.\nUNCLASSIFIED\nCONFIDENTIAL", "timestamp": "2026-07-22T07:05:21.246266+00:00"}
{"citation_id": "19930086020", "source_url": "https://ntrs.nasa.gov/api/citations/19930086020/downloads/19930086020.pdf", "page_number": 13, "total_pages": 22, "image_filename": "19930086020_p13.jpg", "text": "Note: All dimensions given in inches.\n\n$$\n\\bar{c} = 2.55\n$$\n\n[Figure: Dimensional drawing of semispan of symmetrical untwisted wing showing basic plan form.]\n\n- $63^\\circ$\n- NACA 64A006 section\n- Moment measured about the $25\\% \\bar{c}$ axis\n- $.91$\n- $4.00$\n- $3.65$\n- $3.78$\n\nCONFIDENTIAL\n\nMACHA RM A9J06\n\nCONFIDENTIAL\n\nNACA\n\nFigure 1.- Dimensional drawing of semispan of symmetrical untwisted wing showing basic plan form.\n\n11", "timestamp": "2026-07-22T07:05:22.962633+00:00"}